Carbureting apparatus.



L. M. ELLIS GARBURETING APPARATUS. APPLICATION FILED JAN. 7, 1911.

. 1 ,O22,6 64, Patented Apr. 9, 1912.

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iegjgmmm- 7% g Z5. M WM Aiturnrgn ts arrival EEWIS 33E. ELLES,

DETROIT, MICHIGAN,

OF DETROIT, MICHIGAN, ASSIGNOR TO ELLIS ENGINE CGTLEANY, OF

A CORPORATION OF MICHIGAN.

CARBURETING APPARATUS.

Specification 01" Letters Patent.

Patented Apr. 33 thaw.

Application filed January 7, 1911. Serial No. 601,424.

7 whit-h form a part ot' this specification.

My invention relates to carbureting apparatus tor internal combustion engines, and an object of my improvements is to provide an improved apparatus for supplying fuel to a two-cycle internal combustion engine. I accomplish this object in the device illustrated in the accompanying drawings, in which Figure l, is a sectional elevation of a twocycle engine and the apparatus embodying my invention attached to said engine. Fig. i a detail plan sectional view on the line a 2- 2 of Fig. 1.

A, is a cylinder, B, a crank case, C a piston, D, the crank and E, the connecting rod of a two-cycle internal combustion engine.

F, the by-pass, or passage which conducts the compressed air from the crank case to theport to the combustion chamber of the engine.

G, is the port connecting the combustion chamber with the upper end of the lay-pass, or passage F.

I" an intake port adapted to be uncovered by the piston at the upper end of its stroke to admit air to the crank case of the onyx I H, is a chamber Dort (l.

U, is a small passage, in the wall of the cylinder, connecting the chamber H with cored out around the the combustion chamber of the engine.

it, is a drain port atv the bottom of the chamber H adapted to carry away any oil that may be thrown into said chamber.

The particular form of the chamber H. is not material so long it. is in the iron adaccnt to the intake ports: in the drawing t is shown in Fig. above and below said )orts and there are connecting passages shown in Fig. on each side of the port G.

.=., a poppet valve, at the upper end of inlet port the passage F, controlling the opening between said passage and the port G.

J, is a throttle valve adapted to control the opening into the port G. The port G has three passages marked G, G and G in Fig. 2, and there are openings g, g and g opening respectively into said passages. The throttle valve J is provided with parts or portions J and J shaped in the form of portions of the wall of a hollow cylinder, fitting into a cylindrical chamber into which the port G opens and lar 'e enough to cover any one of the ports g, g in the position of the throttle valve shown in Fig. 2, all of the ports are open and the engine will be at full power. It the throttle valve is turned until the part J covers the passage g only the ports 9 9 will be open and the engine will have less power. If the throttle valve is turned so that the portion J closes the port partway and the portion 2 covers the port part way, the engine will have still less power as the openings from the passage F to the con'ihustion chamber are throttled.

L, is a conduit for the hydrocarbon, open-- ing at the seat of the valve I so that when said. valve is raised the conduit will be open and when said valve is seated it will be closed. I

M, is a needle valve controlling the area of the opening to the conduit. L.

N, is a supply pipe for the hydrocarbon.

P, is a reservoir for the hydrocarbon. The pipe N leads from the bottom of the reservoir P to a chamber (ipening into the conduit L.

p is a glass cylinder forming in connection with its metal ends the reservoir P. The glass y; enables one to. observe the level of the fluid. in the reservoir P.

g, is a valve operated hy the float. to check the inflow of fluid when the fluid is at acertain level in the reservoir S, is a. supply pipe for the hydrocarbon fluid.

a, is an automatic non-rcturn valve opening toward the reservoir P.

R, is a pipe opening into the top of the reservoir P P and, into the cylinder A, near the lo end, of said cylinder, at the point marked R The opening at R to the pipe it is closed by the piston Q when .he

The operation of the above described device is as tollows ii"hen the piston C rises, it tirst covers the inlet port ti and'the exhaust port; E and thcnthe opening ll. and uncovers the. opening to the pipe R 'at it. As the piston t. rises, it draws a partial vacuum in the crank -ase which draws air from the. reservoir 1 and causes an inflow of hydrocarbon from the supply pipe S to said reservoir, unless the valve r is closed. At the upper end of the stroke of the piston the explosion takes place in the combustion chamber driving the piston down, HUCOVGIlIlgilIO opening it just before the exhaust port E is opened, and permitting the hot gases to tiow into the chamber ll to heat the walls oi the inlet port (i. As the piston further descends it opens the exhaust port E discharging the products of combustion and then the inlet port t} in the usual way. During the down stroke of the. piston (,7 air has been compressed in the crank chamber and when the port: (r is uncovered the air passes through the passage .l and port (l to the combustion chamber being supplied with fuel as it passes the valve I which latter is raised by the air uncovering the mouth of the conduit L. During the greater portion of the'down stroke compression takes place in the crank case and its pressure passes through the pipe R into the reservoir P. i lhen the piston C covers the opening at R to the pipe, or passage R,

the' connection between said reservoir and the crank case is closed and the. pressure is held in the reservoir forcing the hydrocarbon from said reservoir through the pipe N and comb t L to the-seat of the valve Where it is mingled with the air passing to the combustion chamber. The pressure is held constant in the reservoir P while the air is being passed through the passage F and port G. The chamber H keeps the walls of the port (1: hot and assists to vaporize the fuel. Uihe weight of the valve I is sui'licient to prevent the inflow 0i fluid from the conduit L even when there is a maximum pressure in said reservoir.

What I claim is 1. In a two cycle internalv combustion engine, the combination of a cylinder having a combustion chamber, a compression chambcr, means for compressing air in said conr prcssitin chamber, and transferring the same to the combustion chamber, a reservoir for liquid 'tuel, a conduit for said liquid leading to said engine, a passage connecting said reservoir above the liquid therein, and said compression chamber. and 'means for closing said passage during the time the air is being transferred from the compression chamber to the combustion chamber, as and for the purpose described.

2. in a two cycle internal combustion ennine. the combination of a cylinder, a con1- press-ion chamber. a piston adapted to recip-' pression chamber, a piston adapted to rc ciprocate in said c vlinder to compress air conveying); the compressed air to the combustion chamber, a reservoir for fluid hydrocarbon, conduit for said hydrocarbon communi atiug with said reservoir and with the passage for compressed air and aspassage communicating with said reservoir above the iluid level therein, and opening through the wall of said cyliiu'le' at a point that shall be covered by the piston toward the lower end of its stroke, a supply pipe leading to said reservoir, and an automatic valve in said supply pipe opening towar' said reservoir, for the purpose described.

4. in an internal combustion engine, the

take port, an inclosecl chamber adjacent, to said inlet port, said cylinder being provided with an opening through its wall communicating with'said chamber, said openingbeing so located that it shall be in communication with said cylinder before the exhaust port is opened. v n In testimony whereof, I sign this specitication in the presence of two witnesses.

LEWIS M. ELLIS. lVliQIIQSSQS R. Paannn.

ELLIOTT J: S'ronman.

in said compression chamber. a passage for.

combination of a working cylinder, an in" g'rine. the combination of a cylinder, a com- 

